KR20200076884A - Seat track mechanism for vehicle seat - Google Patents

Abstract

The present invention relates to a seat track device that is installed under a vehicle seat to move the vehicle seat in the front-rear direction, and installs a mono-track mechanism with a mono post and a single rail structure applied to the seat bottom, and constitutes this mono-track mechanism. By combining the lower rail and the upper rail through a hook guide, a safe seat track device capable of securing sufficient strength in case of front/rear collision is proposed.
In addition, the present invention provides a seat track device including a locking mechanism in which structural reinforcement of a seat under a seat is variably performed when it is necessary to protect passenger safety, such as a collision or sudden stop.

Description

{Seat track mechanism for vehicle seat}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a seat track device for a vehicle, and more particularly, to a seat track device that is installed below the seat of the vehicle to move the seat of the vehicle in the front and rear directions.

Various convenience devices are provided on the seat of the vehicle to provide a more comfortable ride and convenience to the passenger, and as one of the above-mentioned convenience devices, a seat track device is provided to move the seat back and forth to fit the body shape of the occupant. . The seat track device is configured such that a pair of rails is installed left and right at the bottom of the seat, and the seat can be moved back and forth through the pair of rails.

The seat track device has a lower rail installed on the vehicle floor and an upper rail configured to move back and forth along the lower rail. In particular, the seat is mounted on the upper rail, and the seat is moved forward or rear as the seat and the upper rail are operated. Also included is a locking device that allows the seat track device to be stopped and fixed in a specific position.

1. Korea Open Patent No. 10-2010-0030415 (2010.03.18.)

The present invention aims to simplify the structure by reducing the number of parts along with slimness and autonomy for the lower part design by applying a single rail structure, rather than a conventional double rail structure, to the seat bottom track structure.

In addition, in the present invention, in applying a single rail structure, when it is necessary to protect passenger safety, such as a collision or sudden stop, to provide a seat track device capable of increasing passenger safety through structural reinforcement under the seat There is another purpose.

In order to achieve the above object, in a preferred embodiment of the present invention a lower rail fixed to the vehicle body; An upper rail mounted on the vehicle seat and configured to move back and forth along the lower rail; And a locking mechanism mounted on the upper rail and restraining the movement of the upper rail by adjusting a rail gap with the lower rail.

In addition, the locking mechanism includes a center case mounted and fixed on the upper rail; It is accommodated in the center case, to provide a vehicle seat track device comprising a; center plate in contact with the center case to transmit the operating force to the center case.

In addition, the upper rail further includes a driving unit that provides an operating force for moving forward and backward on the lower rail, and the center plate provides a vehicle seat track device, characterized in that it is mounted on the driving unit.

In addition, the driving unit is a lead screw rotatably mounted on the lower rail; A motor for rotating the lead screw; It is mounted on the upper rail, a female thread corresponding to the screw shape of the lead screw is formed, it provides a vehicle seat track device characterized in that comprises a; a nut member that moves back and forth according to the rotation of the lead screw.

In addition, the center case includes a pair of fingers hingedly coupled to the center case to pressurize the lower rail, and the center plate includes a press head that contacts the inner head contact surfaces of the pair of fingers. It provides a vehicle seat track device, characterized in that.

In addition, the pressing head has a round working surface facing the head contact surface of the fingers, at least a portion of the working surface provides a vehicle seat track device, characterized in that configured to contact the head contact surface.

In addition, there is provided a vehicle seat track device, characterized in that at least one cavity is formed inside the pressure head.

In addition, the center case is assembled to the lower case supporting the center plate and the lower case, and includes an upper case mounted under the upper rail, wherein the fingers are hinged to the lower case for a vehicle. Provided is a seat track device.

In addition, the driving force of the driving unit provides a vehicle seat track device characterized in that it is configured to be transmitted to the center case through the head contact surface of the finger contacting the pressure head.

In addition, when the vehicle acceleration change is greater than or equal to a preset reference value, and a relative movement displacement difference between the center case and the center plate occurs, the fingers are opened to the lower rail side and configured to press the lower rail. It provides a vehicle seat track device.

In addition, each of the fingers has a pressing surface formed on the opposite side of the head contact surface, and provides a vehicle seat track device, characterized in that a pressing pad is disposed between the pressing surface of each finger and the lower rail.

In addition, the pressure pad has a constant gap with the lower rail when it is not pressed by the finger, and the pressure is such that the gap between the pressure pad and the lower rail is '0' when the pressure pad is pressed by the finger It provides a vehicle seat track device, characterized in that the pad is installed on the center case.

In addition, the center case provides a vehicular seat track device characterized in that the pair of fingers is provided with an elastic member for providing a restoring force to the inside.

In addition, the pair of elastic members provides a vehicular seat track device, characterized in that it is a leaf spring capable of exerting an inward force against the fingers.

In addition, the lower rail includes a pair of hook guides at the lower center, the locking mechanism is located between the pair of hook guides, and the rail gap is closed as the pair of fingers press adjacent hook guides. It provides a vehicle seat track device, characterized in that configured to adjust.

In addition, the center plate is made of a symmetrical structure including a rod connected to the pressing head and another pressing head connected to the rod, and the center case is another pair of fingers contacting the another pressing head It provides a vehicle seat track device comprising a.

According to the present invention, by providing a seat track device having a mono-track mechanism with a single rail structure, the structure of the lower portion of the seat can be simplified, thereby reducing the number of parts and manufacturing cost, and smoothly slimming the lower seat design. It has an effect.

In addition, according to the present invention, while minimizing the up/down/left/right play between the upper rail and the lower rail included in the mono track mechanism, and by applying a cross-sectional structure with reinforced strength, the movement and damage of the seat can be prevented even when the vehicle is externally impacted. There is an effect that can be effectively prevented.

In addition, according to the present invention, the strength of the seat track device is variably reinforced even in situations such as front-to-back collision of a vehicle and sudden stop of a vehicle, thereby improving passenger safety.

1 shows a vehicle seat equipped with a seat track device according to a preferred embodiment of the present invention.
Figure 2 shows a mono-track structure under the seat in a vehicle seat equipped with a seat track device according to the present invention.
Figure 3 shows a seat track device according to the invention.
FIG. 4 is an exploded view of the detailed configuration of the seat track device of FIG. 3.
5 shows the upper rail of the seat track device according to the present invention.
Figure 6 shows the lower rail of the seat track device according to the present invention.
Figure 7 shows a cross-sectional view BB' of the seat track device according to the present invention.
8 shows a center plate and a center case of a locking mechanism according to a preferred embodiment of the present invention.
9 shows a center plate of a locking mechanism according to a preferred embodiment of the present invention and a nut member fastened thereto.
10A to 10B show an operating state of a locking mechanism mounted under the upper rail of the seat track device according to a preferred embodiment of the present invention.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a seat track device for a vehicle, and relates to a seat track device for a vehicle in which a mono post and a mono track are applied to the lower end of the seat to slim down the seat design and secure freedom of movement of the seat. In particular, the present invention is characterized in that a mono post structure is applied to implement various seat motions required in an autonomous vehicle, and a rail structure that allows the mono post structure to slide back and forth is installed under the mono post. In addition, in the present invention, in applying the mono post and mono rail structures, there is a feature of providing a vehicle seat track device having sufficient strength reinforcement in case of an external collision of the vehicle.

Hereinafter, a vehicle seat track device according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 shows a seat for a vehicle equipped with a seat track device according to a preferred embodiment of the present invention, and FIG. 2 shows a mono track structure mounted under a seat of the seat track device according to this embodiment.

As shown in Figure 1, the vehicle seat track device according to a preferred embodiment of the present invention is a mono post 30 for fixing and mounting the vehicle seat 20 is installed under the seat 20, the mono post 30 is installed on the seat rail to be able to slide back and forth.

In particular, as illustrated in FIG. 2, the mono post 30 installed under the vehicle seat may be formed of a single columnar structure, and the mono post 30 is mounted on the upper rail 200. In addition, the upper rail 200 on which the mono post 30 is mounted is fastened to be slidable on the lower rail 100. Preferably, the upper rail 200 is provided with a sliding actuation force by a drive unit including a motor 320, and thus through the upper rail 200 and the mono post 30 along the lower rail 100 fixed to the vehicle body. The seat mounted on the upper rail 200 moves forward and backward.

Therefore, the vehicle seat track device according to a preferred embodiment of the present invention is a seat track device 10 suitable for a mono post structure under the seat, the upper rail 200 connected to the mono post 30 and the upper rail 200 ) Is characterized by providing a mono track device including a lower rail 100 configured to be slidable.

Specifically, in the present specification, the seat rail including the upper rail 200 and the lower rail 100 and a driving unit such as a motor 320 and a lead screw 310 for slidingly driving the upper rail 200 are seated together. Referred to as the track device 10. Accordingly, the seat track device 10 of the present specification is fastened to the mono post 30 at the bottom of the seat, and refers to the overall device for moving the seat, and seats the components under the mono post 30 in FIG. 2 It can be referred to as the track device 10.

On the other hand, according to a preferred embodiment of the present invention, although an example is provided that includes an electric drive unit operated by the motor 320, rather than an electric structure, a manual structure, that is, the passenger directly applies the operating force to slide the seat, It can also be configured in such a way that the seat is fixed at a predetermined position by a locking device provided in the seat track device. In addition, the present embodiment proposes an electric drive unit including a motor 320 and a lead screw, but other types of drive units may be applied as long as the upper rail 200 is applicable to a mono track structure capable of sliding driving. have.

FIG. 3 shows the detailed configuration of the seat track device 10, and FIG. 4 is an exploded view of the detailed configuration of the seat track device 10 shown in FIG.

Referring to FIGS. 3 and 4, the vehicle seat track device according to the present embodiment is engaged with the lower rail 100 mounted on the lower body of the vehicle and the lower rail 100 while being along the lower rail 100. It is configured to include an upper rail 200 that moves back and forth. In particular, the upper rail 200 in this embodiment is configured to mount and support the mono post 30, and is configured to slide forward and backward while substantially supporting the seat on which the mono post 30 is installed. Therefore, an upper mounting bracket 230 for mounting the mono post 30 is formed on the upper end of the upper rail 200, and the mono post 30 can be fixed on the mounting bracket 230. Although the example of FIG. 4 shows an example in which a pair of mounting brackets 230 are formed on the upper side of the upper rail 200, the number and shape of these mounting brackets can be changed and interferes with the movement of the upper rail 200 In a range not to be applied, the mono post 30 under the seat can be applied without limitation as long as it can be mounted and fixed. The upper rail 200 and the lower rail 100 may be made of a metal material, preferably made of aluminum.

In addition, the upper rail 200 of the seat track device for a vehicle according to the present invention is driven to slide along the lower rail 100, so that the upper rail 200 in this embodiment can be moved forward and backward while sliding by the driving unit. It is composed. Specifically, as shown in FIGS. 3 and 4, the vehicle seat track device according to the present embodiment extends along the longitudinal direction of the lower rail 100 and leads screws are respectively fixed to both ends of the lower rail 100. 310 and a motor 320 for rotating the lead screw 310. Although not shown, the rotation axis of the motor 320 may be connected to a gear portion for transmitting rotational force to the lead screw 310, and may also be configured such that the rotation axis of the motor 320 is directly connected to the lead screw 310. .

In addition, a nut member 330 having a female thread corresponding to the screw shape of the lead screw 310 is fastened to the lead screw 310, and the nut member 330 is mounted on the upper rail 200. Therefore, when the lead screw 310 rotates, the nut member 330 mounted on the upper rail 200 moves back and forth, and when the motor 320 operates, the upper rail 200 together with the nut member 330 also The lead screw 310 moves forward or backward.

Here, the nut member 330 has a structure in which a female thread corresponding to the shape of the lead screw 310 is formed inside, and may have a plurality of bolting holes to be mounted on the upper rail 200 on the outside. For example, in the example of FIG. 4, four bolting holes are formed on the upper part of the nut member 330, and the bolt member is bolted to each of these four places, and the nut member 330 is firmly fastened on the upper rail 200. It becomes. Therefore, when the motor 320 is driven, as the lead screw 310 rotates, the nut member 330 and the upper rail 200 fastened on the lead screw 310 move back and forth.

To this end, as shown in FIG. 5, the upper rail 200 is provided with a fastening portion for mounting the nut member 330, and a through hole 250 is formed to allow the lead screw 310 to pass therethrough.

In particular, according to a preferred embodiment of the present invention, the upper rail 200 includes a body portion 210 to which the nut member 330 is mounted and fixed, and the lead screw 310 is provided in the body portion 210. A through hole 250 penetrating is formed. In addition, a pair of wing portions 220a and 220b are formed to extend from side to side of the body portion 210, and hook guides are installed on the body portion 210 and the wing portions 220a and 220b.

In particular, the lower rail 100 is configured to wrap at least a portion of the wing portions 220a and 220b of the upper rail 200 so that the seat track structure connected by the mono post 30 provides sufficient structural stability. . That is, as in FIGS. 2 and 7, the wing portions 220a and 220b of the upper rail 200 are made of a structure sufficiently wrapped by both cover portions 110 of the lower rail 100, and the cover portion 110 ) Inside the hook is made through the hook guides of the upper rail 200 and the lower rail 100. In this regard, the configuration of the hook guide and hook coupling through the hook guide will be described later.

Preferably, the lead screw 310 is inserted into the upper rail 200 through the through-hole 250 in a state in which the nut member 330 is coupled, and the front mounting bracket 131 and the rear of the lower rail 100 It is fixedly rotatably mounted on the mounting bracket 132.

In addition, in order to assist the forward and backward movement of the upper rail 200, a plurality of rollers 270a and 270b may be mounted under the upper rail 200. The rollers 270a and 270b are rotatably mounted on the upper rail 200, and the lower surface of the roller moves the upper rail 200 back and forth while being in line contact with the lower rail 100. The rollers 270a and 270b may be formed of a left roller 270a disposed on the left side of the upper rail 200 and a right roller 270b disposed on the right side, and preferably, as illustrated in FIG. 4, on the left side. It can be configured to include two rollers and two rollers on the right.

That is, the seat track device according to the present embodiment is a structure in which the upper rail 200 moves forward and backward by a driving unit and a roller including a motor 320 and a lead screw 310, and the lower lower rail 100 is such a While the lead screw 310 is mounted and fixed, it is configured to guide the movement of the upper rail 200.

In addition, since the seat track device for a vehicle according to a preferred embodiment of the present invention is configured to be connected to one mono post 30 having one post connected to the seat, it is transmitted to the upper rail 200 through this mono post 30. It is configured to solve the problem of the movement of the seat and the load concentration through it. In particular, the vehicle seat track device according to a preferred embodiment of the present invention, in order to improve the strength when the vehicle seat is damaged in the left-right direction or in the front-to-back collision, the upper rail 200 and the lower rail 100 of the seat track device It is characterized by having a structure that is hooked by rail guides extending vertically in at least four locations in the width direction.

In this regard, FIGS. 5 and 6 respectively show the upper rail 200 and the lower rail 100 of the seat track device according to the preferred embodiment of the present invention, and in FIG. 7, BB' of the seat track device of FIG. 2 The cross section is shown.

As shown in FIG. 7, in the seat track apparatus according to the preferred embodiment of the present invention, the hook rail guides formed on the upper rail 200 and the lower rail 100 cross each other, and the sliding direction of the upper rail 200 It is hooked in an extended state along.

Specifically, as shown in FIG. 7, in the case of the lower rail 100, four hook guides 121, 122, 123, and 124 are formed extending along the longitudinal direction, and these hook guides are upper rails 200 The hook guides 241, 242, 243, and 244 of the hook are coupled. These hook guides (121, 122, 123, 124, 241, 242, 243, 244) are fixed guide grooves 125, 126, 127, 128, 245, 246 from the upper rail 200 or the lower rail 100 247, 248) is formed to be bent and extended, and is configured to restrain each other while other hook guides are inserted along the guide grooves formed by the hook guides.

Preferably, as in the cross-section of Figure 7, each of the hook guides are formed to extend in the longitudinal direction of the seat rail while having one side open'b' cross-section, one end of the lower rail 100 or upper Mounted on the rail 200, the other end may be configured to function as a fastening end that is fastened with a portion of another hook guide fastened therewith. That is, the hook guide in the present invention is formed by integrally mounting one end of the upper rail 200 or the lower rail 100, and the other end extending by bending from the one end forms the other end forming a cross section of the hook shape. do. For convenience, the other end of the hook guide is referred to as a fastening end.

Therefore, hook hooks of the hook guides in the present specification are inserted into a hook guide of a lower rail (upper rail) adjacent to the guide groove of the hook guide of the upper rail (lower rail), so that sliding movement of the upper rail 200 is not restricted. In other words, it means that the movements of each other in different directions are combined in a state that can be constrained through each fastening end. Of course, in this case, even in the guide groove of the hook guide of the lower rail (upper rail), the fastening end of the hook guide of the adjacent upper rail (lower rail) may be combined in a form that is simultaneously inserted. Therefore, when the upper rail 200 and the lower rail 100 are coupled through the hook guides as shown in FIG. 7, when relative movements are generated between the upper rail 200 and the lower rail 100, left and right, and to each other, You can be bound.

In addition, according to a preferred embodiment of the present invention, as shown in FIG. 7, the upper rail 200 and the lower rail 100 are configured to include four hook guides, respectively, and the hooks are coupled at at least four places of the seat rail. As a result of this, it is possible to effectively prevent the problem that the lower rail 100 is disengaged during front-to-back collision. That is, as in FIGS. 6 and 7, the first lower hook guide 121 and the second lower hook guide 122 are formed symmetrically to each other in the center of the lower rail 100, and are respectively disposed on the left and right sides thereof. The three lower hook guides 123 and the fourth lower hook guides 124 may be formed symmetrically to each other.

Similarly, as in FIGS. 6 and 7, on the upper rail 200 so as to be coupled with the first to fourth lower hook guides 121, 122, 123, 124, the first to fourth positions corresponding thereto. Upper hook guides 241, 242, 243, and 244 are formed.

In this case, first and second upper hook guides 241 and 242 are formed on the bottom surface of the central body portion 210 of the upper rail 200 connected to the mono post 30 side, and the central body portion 210 Third and fourth upper hook guides 243 and 244 are formed on the pair of wing portions 220a and 220b extending to the left and right, respectively. Preferably, a plurality of rollers 270a and 270b are installed in the left and right wing portions 220a and 220b of the upper rail 200, respectively, along the longitudinal direction of the upper rail 200, and the third upper hook guide The 243 and the fourth upper hook guide 244 may be formed outside the rollers 270a and 270b based on the center of the upper rail 200. That is, between the first upper hook guide 241 and the third upper hook guide 243, the left rollers 270a have upper rails 200, preferably wing portions 220a, 220b of the upper rails 200. It is mounted on, and between the second upper hook guide 242 and the fourth upper hook guide 244, the right rollers 270b have upper rails 200, preferably wing portions 220a of the upper rails 200. , 220b).

In this case, a pair of hook guides are disposed to the left and right of the rollers 270a and 270b, respectively, based on the bottom surfaces of the left and right rollers, which are the contact surfaces of the upper rail 200 and the lower rail 100, and are effective for impacts of front and rear and left and right. Can respond. As illustrated in FIG. 4, in this embodiment, two rollers 270a and 270b are installed to the left and right, respectively, but the number of rollers may be changed. For example, 4, 6, or 8 rollers may be disposed at the bottom of the upper rail 200. On the other hand, only the two rollers may be disposed back and forth in the center of the body portion 210, in this case, in order to form sufficient contact between the lower rail 100 and the roller, it is preferable that the width of the roller is formed sufficiently wide.

In addition, as illustrated in FIG. 7, the fastening ends of the hook guides of the upper rail 200 and the hook guides of the lower rail 100 should be oriented in different directions. Here, the orientation direction of the fastening end means a direction in which the hook guide extends from the upper rail 200 or the lower rail 100 based on the cross section. Therefore, as shown in FIG. 7, preferably, the hook guides of the upper rail 200 may extend upward, and the hook guides of the lower rail 100 may extend downward. In this regard, the example of FIG. 7 shows an example in which the respective hook guides are extended to face in the vertical direction, but the extension direction of the hook guides is not limited to the vertical direction as in FIG. 7, and is predetermined in the vertical direction. It may be formed to have a slope of.

In addition, it is more preferable for strength reinforcement or the like that the combined heights of the first and second lower hook guides 121 and 122 at the center and the third and fourth lower hook guides 123 and 124 at the outer side are made of different heights. Here, the combined height is defined as the arithmetic mean value of the height of the bottom of the guide grooves 125, 126, 127, 128 and the height of the fastening end. That is, when the hook guides of the hook guides according to the present invention are engaged, the point at which the upper rail 200 is constrained to the lower rail 100 in the front-to-back collision is at the bottom position of the guide groove in the cross section and the end position of the fastening end. Therefore, in this specification, the arithmetic mean value of two positions providing substantial restraint is referred to as a combined height.

For example, as shown in FIG. 7, with respect to the bottom surface of the lower rail 100, the engaging heights of the first and second lower hook guides 121 and 122 in the center are set to be the same as each other, and have the same engaging height. It can be configured to be positioned at a higher position compared to the combined height of the outer third and fourth lower hook guides (123, 124). By setting the hook height of the hook guides differently as described above, since the hook heights of the hooks can be taken differently for each position, it is possible to effectively contribute to strength reinforcement even when colliding in various directions, and it is possible to prevent the sheet from falling off when colliding. To make.

Thus, the upper hook guides 241, 242, 243, and 244 are formed on the body portion 210 and the wing portions 220a, 220b of the upper rail 200, respectively, and these upper hook guides 241, 242, By providing a fastening structure in which the hook hooks 121, 122, 123, and 124 of the 243 and 244 and the lower rail 100 are hooked in at least four places, sufficient strength reinforcement can be achieved even in a mono post structure.

In addition, although this embodiment illustrates that the hook coupling is performed at four locations, unlike the example of FIG. 7 and the like, it may be modified and applied as an example where the hook coupling is performed at four or more locations.

On the other hand, since the upper rail 200 and the lower rail 100 are hooked, the hook guides for hooking do not contact each other in the normal sliding motion of the upper rail 200. That is, according to this embodiment, as shown in Figure 7, the upper hook guides (241, 242, 243, 244) and the lower hook guides (121, 122, 123, 124) are arranged spaced apart at a predetermined interval . On the other hand, the retainer 260a, 260b is inserted between the upper rail 200 and the lower rail 100, and the gap between the upper rail 200 and the lower rail 100 is removed through the retainers 260a, 260b. do. The retainers 260a and 260b may be mounted and fixed along the longitudinal direction of the upper rail 200, and preferably, the upper rail 200 and the lower rail 100 may form a surface contact to support a uniform load. Is provided.

In particular, the retainers (260a, 260b) is made of a structure having a hollow structure 262 therein, preferably through the inner hollow structure 262, while completely in close contact with the upper rail 200, on the lower rail 100 It is mounted and fixed on. For example, as shown in FIG. 7, retainers 260a and 260b may have protrusions 261 protruding toward contact surfaces with the lower rail 100 side, and upper rails 200 may be formed through the protrusions 261. ) Retainers (260a, 260b) mounted on the side may be tightly fitted to the inner surface of the lower rail 100. When such a retainer 260a, 260b is forcibly fitted, the retainer 260a, 260b is deformable inward through the hollow structure 262 therein, so that the lower rail 100 and the upper rail 200 are You will be able to support each other elastically. Further, the retainers 260a and 260b may be made of a plastic material.

Therefore, since the clearance between the upper rail 200 and the lower rail 100 can be canceled through the retainers 260a and 260b having the above-described structure, vibration and noise are prevented during sliding operation of the upper rail 200. And minimize power loss.

On the other hand, unlike FIG. 4, retainers 260a and 260b may be mounted on the lower rail 100, in which case retainers 260a and 260b must be mounted over the entire length of the lower rail 100.

The vehicle seat track device having such a structure is capable of flexibly responding to various seat movements applicable to autonomous vehicles, as well as improving seat aesthetics by connecting the seats by a mono post by applying a mono track structure. The advantage is In addition, even if a mono post is applied, it is possible to secure sufficient strength performance in preparation for front-to-back collision, and thus, there is an advantage of maintaining vehicle stability.

On the other hand, in the sliding motion between the upper rail and the lower rail of the seat track device, a gap must exist between the upper rail and the lower rail so that the operating force is not excessively required. However, when the gap between the upper rail and the lower rail is excessive, the user may feel the swing of the seat in the left and right directions due to the left and right play of the seat track device, which may adversely affect ride comfort.

Accordingly, in a preferred embodiment of the present invention, during the sliding operation, a constant gap is formed between the upper rail and the lower rail to prevent loss of operating force, while in the state where the seat is stationary and fixed, the gap between the upper rail and the lower rail is reduced to shake. In order to be reduced, it is characterized by providing a locking mechanism 1000 capable of variably controlling the gap between rails.

In particular, the locking mechanism 1000 of the seat track device according to the preferred embodiment of the present invention is positioned while forming a constant gap between vertical members such as a hook guide of the lower rail. This gap is referred to as a rail gap in the present specification, and the rail gap is defined to mean a gap between the locking mechanism 1000 and the lower rail. In particular, according to a preferred embodiment of the present invention, since the locking mechanism 1000 is mounted and fixed on the upper rail, the rail gap can actually function equal to the distance between the upper rail and the lower rail.

The rail gap may be variably controlled according to the operation of the internal components of the locking mechanism 1000. In particular, the locking mechanism 1000 is configured to have a different gap size when a vehicle crashes or suddenly stops in front and rear, unlike a general state such as when the seat is operated or when the seat is stopped.

Specifically, during the normal sliding operation of the seat track device, that is, when the upper rail on which the seat is mounted slides on the lower rail, the locking mechanism 1000 mounted on the upper rail is configured to form a constant gap with the lower rail. To maintain. The rail gap at this time may be the maximum gap size.

On the other hand, when a seat sudden stop or a front/rear collision situation of the vehicle occurs, the locking mechanism 1000 operates to substantially remove the gap between the lower rail and the angled mechanism.

To this end, the locking mechanism 1000 according to a preferred embodiment of the present invention includes a center case 1200 mounted and fixed on an upper rail and a center plate contacting the center case so as to transmit an operating force to the center case 1200 (1100).

Particularly, in the seat track device including the locking mechanism 1000 according to the present embodiment, the driving unit is not mounted directly on the upper rail, but is mounted on the center plate 1100 of the locking mechanism 1000. In a preferred embodiment of the present invention, an example including a motor, a lead screw, and a nut member as a driving unit is described, wherein the driving unit is mounted on the center plate 1100, the motor or the nut member on which the motor is mounted is the center plate It means that it is mounted on the (1100).

On the other hand, the center case 1200 in which the center plate 1100 is accommodated inside is mounted directly on the upper rail, preferably under the upper rail.

In addition, according to this embodiment, the center case 1200 and the upper rail are configured to move together by interlocking with the center plate 1100 equipped with a motor or nut member so that the seat can slide through the driving force of the motor. . To this end, in the seat track apparatus according to the present embodiment, when driving the motor, the center plate 1100 and the center case 1200 form sufficient surface contact, while the driving force of the center plate 1100 is the center case 1200 and It is configured to be transmitted to the upper rail side.

Hereinafter, the locking mechanism 1000 of the seat track device according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

8 shows the center plate 1100 and the center case of the locking mechanism 1000 according to the preferred embodiment of the present invention, and FIG. 9 shows that the center plate 1100 is fastened to the nut member. In addition, FIGS. 10A to 10B show an operating state of the locking mechanism 1000 according to the present embodiment.

10A and 10B, the locking mechanism 1000 according to the present embodiment is located between the inner hook guides 121 and 122 of the lower rail, and the gap between the lower rail and the locking mechanism 1000 is It is configured for variable control.

Basically, the center plate 1100 located in the locking mechanism 1000 is integrally mounted to the nut member, and is configured to transmit the driving force of the motor to the center case 1200 according to the motor driving. To this end, the center plate is disposed in close contact with the center case. In addition, the center plate is preferably configured so that both the front and rear of the center plate are in close contact with the center case so that the driving force can be transmitted to the center case when both the center plate moves forward or backward.

However, this is one example for maximizing the driving force transmission efficiency of the motor, and the center plate may be arranged somewhat spaced on the inner surface of the center case. In this case, an invalid rotation section of the motor occurs by a distance between the center plate and the center case, and after the invalid rotation section is reached, the driving force of the motor is transmitted as an operating force that moves the entire locking mechanism including the center case. do. However, if the separation distance between the center plate and the center case is too far, an impact may occur during contact between the components, and when moving the city, a feeling of heterogeneity due to an invalid rotation section may occur. It is desirable to adjust not to be large.

In this regard, the specific structure of the center plate 1100 is shown in FIG. 8. As shown in FIG. 8, the center plate 1100 according to the present embodiment includes a pair of pressing heads 1101 and 1102 and a rod 1103 connecting the pressing heads 1101 and 1102. In addition, a mounting hole 1130 for mounting the nut member to which the motor is integrally fixed may be formed in the pressure heads 1101 and 1102. Through this mounting hole 1130, the nut member and the pressure heads 1101 and 1102 may be fastened by a fastening member such as a bolt.

However, the mounting position of the nut member is not limited to only the pressure heads 1101 and 1102, and can be applied without limitation as long as the center plate 1100 can be moved together with the nut member according to the driving of the motor. For example, the nut member may be mounted on the rod 1103 of the center plate 1100.

On the other hand, in this embodiment, it is configured to include a pair of pressure heads 1101 and 1102. In this regard, the pair of pressing heads 1101 and 1102 function to press the center case 1200 when the seat is moved forward or backward, respectively. For example, the front first pressing head 1101 presses the center case 1200 when the seat is advanced, and the second second pressing head 1102 on the back presses the center case 1200 when the seat is retracted. Can be. In this case, the center plate including the first pressing head 1101 and the second pressing head 1102 may have a symmetrical structure.

The pressing heads 1101 and 1102 of the center plate 1100 have working surfaces at each end to press the fingers 1220 of the center case 1200, and the working surfaces of the pressing heads 1101 and 1102 are It is configured to press the fingers of the center case, which will be described later.

Accordingly, the pressure heads 1101 and 1102 have rounded working surfaces facing the head contacting surfaces 1221 of the fingers, and at least a portion of the working surfaces may be configured to contact the head contacting surfaces 1221.

In addition, one or more cavities 1120 may be formed inside the pressure heads 1101 and 1102, and these cavities 1120 may provide elasticity to the pressure operation of the pressure heads 1101 and 1102.

Meanwhile, the pressure head 1101 may be connected to the rod 1103, and the rod 1103 may be connected to another pressure head 1102. In this case, the center plate 1100 may be formed in a structure that is symmetrical back and forth, and the front pressure head may be referred to as a first pressure head 1101 and the rear pressure head may be referred to as a second pressure head 1102.

In addition, as in FIG. 9, in the seat track device according to the present embodiment, the nut member on which the motor is mounted is mounted on the first pressing head 1101, and the second pressing head 1102 through the rod 1103 ) To transmit the driving force of the motor.

A detailed configuration of the center case 1200 operating together with the center plate 1100 including the pressure heads 1101 and 1102 is illustrated in FIG. 8. The center case 1200 is mounted on the upper rail, and preferably, as shown in FIG. 7, is positioned at the lower center of the upper rail. In addition, the center case 1200 is a case in which the center plate 1100 is accommodated, and thus may include a lower case 1210 under the center plate 1100 and an upper case above the center plate 1100. However, the lower case 1210 may be directly mounted on the bottom surface of the upper rail, except for the upper case.

The lower case 1210 is mounted on the upper rail through a plurality of fastening members such as bolts. As shown in FIG. 8, unlike the central fastening members, the fastening members at the front and rear are hinge points for the fingers 1220 to rotate. It can function as (1222).

In addition, slots 1250 for fastening members fastened to the mounting holes 1130 of the pressure heads 1101 and 1102 may be formed in the lower case 1210. Thus, even if the fastening members protrude out of the pressure heads 1101 and 1102, the protruding fastening members can move within these slots 1250. Accordingly, the slots 1250 provide a space in which the fastening members fastened to the pressure heads 1101 and 1102 move as the center plate 1100 moves forward or backward.

In addition, slots 1250 may be formed at the same position in the upper case, and the fastening member penetrates through the slots 1250 of the upper case to connect the nut member and the center plate 1100. In addition, although not shown, the lower surface of the lower rail may also be formed with the same type of slot 1250.

As shown in FIG. 8, the center case 1200 according to the present embodiment has a symmetrical structure, and includes four fingers 1220 operating together with the pressure heads 1101 and 1102 of the center plate 1100. It is composed.

These fingers 1220 are hinged to both sides so as to contact the working surfaces of the pressure heads 1101 and 1102. As shown in FIG. 8, the fingers 1220 are configured to rotate in the direction of pressing the lower rail or releasing the pressure as it is fixed on the hinge point 1222 of the center case 1200.

The finger includes a head contacting surface 1221 in contact with the working surfaces of the pressing heads 1101 and 1102, and preferably, the head contacting surface 1221 is shaped to correspond to the working surfaces of the pressing heads 1101 and 1102 It can be configured to have. Specifically, the finger may be configured in the form of a rod rotating relative to the hinge point 1222, preferably, the inner head contact surface 1221 forms a curved surface to the working surfaces of the pressure heads 1101 and 1102. It is made in a form that can be in close contact.

For example, the finger may be formed in a rod shape having a curved surface recessed inward, and the curved surface becomes a head contact surface 1221. The head contact surface 1221 of the finger and the working surfaces of the pressure heads 1101 and 1102 must be able to transmit a force in a sliding direction, and when a large force is applied from the pressure heads 1101 and 1102, a pressing force is applied in a direction in which the fingers are opened. It must be configured to work.

Therefore, the contact surfaces of the pressure heads 1101 and 1102 should be formed to provide both the force of the component parallel to the sliding direction and the force of the component perpendicular to the sliding direction. In addition, the finger should be configured so that it can be opened only when an abrupt acceleration change occurs, such as a vehicle sudden stop or front-to-back collision.

To this end, the head contact surface 1221 of the finger is formed such that a component of a force parallel to the sliding direction among forces transmitted from the pressing heads 1101 and 1102 is sufficiently larger than a component of a force perpendicular to the sliding direction. It is desirable to be.

If, among the forces transmitted from the pressure heads 1101 and 1102, the component of the force in the direction perpendicular to the sliding direction is large, the rail gap is reduced by the force transmitted from the pressure heads 1101 and 1102 when the motor is driven, and the upper rail The movement of may be restricted. Therefore, in order to improve the smooth operation and operating efficiency of the upper rail, the head contact surface 1221 of the finger should be formed to mainly transmit the force in the sliding direction.

In addition, an elastic member 1230 may be installed around the finger 1220 to provide a restoring force in which the finger 1220 retracts inward. Preferably, the elastic member 1230 may be a'C' type leaf spring to apply a force in an inner direction, and the leaf spring is configured to press the outer surface of the finger 1220. When appropriately controlling the initial load of the elastic member 1230, the elastic member may be configured to press the finger inward with a constant level of force.

Therefore, when appropriately controlling the initial load of the elastic member, when a force less than the initial load acts (ie, when the force in the direction perpendicular to the sliding direction is smaller than the initial load of the elastic member), while maintaining the rail gap It is possible to transmit the driving torque of the motor in the sliding direction.

Meanwhile, the opposite surface of the head contacting surface 1221 functions as a pressing surface of the finger 1220. In addition, a pressure pad 1240 may be located outside the finger 1220. The pressure pad 1240 is located between the finger 1220 and the lower rail, and a pair of fingers 1220 are opened to press each pressure pad 1240. At this time, the gap between the pressure pad 1240 and the lower rail is reduced, and when the finger 1220 sufficiently presses the pressure pad 1240, the gap size becomes '0' and the locking mechanism 1000 and the lower rail It will be forced. The number of the pressure pads 1240 is preferably formed to be the same as the number of fingers 1220. Further, the pressure pads 1240 may be positioned to correspond to the head contact surface 1221 of the finger.

The pressure pad 1240 may be made of metal or plastic, and the pressure pad 1240 may be mounted on the lower case 1210 or may be mounted on the pressure surface of the finger 1220.

Hereinafter, specific operations of the locking mechanism 1000 according to the present embodiment will be described with reference to FIGS. 10A and 10B.

FIG. 10A shows a general state in which the seat moves forward and backward, and FIG. 10B shows that locking occurs as the center plate moves rapidly back and forth when the vehicle crashes forward or backwards.

As shown in FIG. 10A, in a general seat movement operation, the pressure heads 1101 and 1102 transmit force to the center case through fingers, and the upper rails mounted on the center case move together. In this case, the lower rail and the locking mechanism maintain a sufficient gap (g).

On the other hand, in conditions such as a sudden stop of the vehicle or a front-to-back collision, the change in vehicle acceleration rapidly increases, and in this case, the vehicle seat tries to move forward or backward by inertia. Therefore, the center case directly connected to the vehicle seat moves back and forth with the vehicle seat, while the center plate is fixed by the motor, thereby maintaining the existing position. Accordingly, a difference in the relative displacement of movement between the center case and the center plate occurs, which causes a pair of fingers in the center case to spread left and right, and an interference fit condition between the center case and the lower rail.

Specifically, FIG. 10B shows that the locking state between the center case and the lower rail is formed in a situation in which the change in vehicle acceleration is equal to or greater than a preset reference value, such as a sudden stop or front-to-back collision.

As in FIG. 10B, when a difference in the relative movement displacement between the center case and the center plate occurs, the fingers 1220 are spread outward and pressurize the pressure pads 1240 on both sides. Accordingly, the gap between the pressure pad 1240 and the lower rail disappears, and an interference fit state between the lower rail and the locking mechanism 1000 is formed. In this state, the gap between the upper rail and the lower rail substantially disappears, and the left and right movements of the seat can be prevented.

On the other hand, when the sudden stop situation or the collision situation is over, the large force applied to the pressure heads 1101 and 1102 of the center plate from the center case due to the front and rear movement of the seat disappears. Therefore, the center plate returns to the original position by the restoring force of the elastic member, and the rail gap also returns to the normal state. Eventually, the seat is switched back to a normal forward and backward state.

Although the present invention has been described with reference to preferred embodiments, those skilled in the art will appreciate that modifications and variations of elements of the invention are possible without departing from the scope of the invention. In addition, many modifications can be made to particular situations or materials without departing from the essential scope of the invention. Therefore, the present invention is not limited to the detailed description of the preferred embodiment of the present invention, but will include all embodiments within the scope of the appended claims.

10: seat track device 20: seat
30: mono post
100: lower rail 110: cover
121, 122, 123, 124: Lower hook guide 125, 126, 127, 128: guide groove
131: front mounting bracket 132: rear mounting bracket
200: upper rail 210: body portion
220a, 220b: wing 230: mounting bracket
241, 242, 243, 244: Upper hook guide 245, 246, 247, 248: Guide groove
250: through hole 260a, 260b: retainer
261: projection 262: hollow structure inside the retainer
270a, 270b: roller 310: lead screw
320: motor 330: nut member
1000: locking mechanism
1100: center plate 1200: center case
1101, 1102: pressure head 1103: rod
1120: cavity 1130: mounting hole
1210: lower case 1220: finger
1221: head contact surface 1222: hinge point
1230: elastic member 1240: pressure pad
1250: slot

Claims (16)

A lower rail fixed to the vehicle body;
An upper rail mounted on the vehicle seat and configured to move back and forth along the lower rail; And
And a locking mechanism mounted on the upper rail and restraining the movement of the upper rail by adjusting a rail gap with the lower rail.
The method according to claim 1,
The locking mechanism includes a center case mounted and fixed on the upper rail;
And a center plate accommodated in the center case and contacting the center case so as to transmit operating force to the center case.
The method according to claim 2,
The upper rail further includes a driving unit that provides an operating force for moving forward and backward on the lower rail,
The center plate is mounted on the driving unit, the vehicle seat track device.
The method according to claim 3,
The drive unit is a lead screw rotatably mounted on the lower rail;
A motor for rotating the lead screw;
A seat track device for a vehicle, characterized in that it is mounted on the upper rail, a female thread corresponding to the screw shape of the lead screw is formed, and a nut member that moves back and forth according to the rotation of the lead screw.
The method according to claim 3,
The center case includes a pair of fingers hingedly coupled to the center case so as to press the lower rail, and the center plate includes a press head that contacts the inner head contact surfaces of the pair of fingers. Vehicle seat track device characterized by.
The method according to claim 5,
The pressure head has a round working surface facing the head contact surface of the fingers, wherein at least a part of the working surface is configured to contact the head contact surface.
The method according to claim 5,
A vehicle seat track device, characterized in that at least one cavity is formed inside the pressure head.
The method according to claim 5,
The center case includes a lower case supporting the center plate and an upper case which is assembled to the lower case and mounted on a lower portion of the upper rail,
The fingers are hinged to the lower case, the vehicle seat track device.
The method according to claim 5,
The driving force of the driving unit is configured to be transmitted to the center case through the head contact surface of the finger contacting the pressure head, the vehicle seat track device.
The method according to claim 9,
When the vehicle acceleration change is greater than a preset reference value, and a relative displacement displacement between the center case and the center plate occurs, the fingers are opened to the lower rail side and configured to press the lower rail. Seat track device.
The method according to claim 9,
Each of the fingers has a pressing surface formed on the opposite side of the head contact surface, a vehicle seat track device, characterized in that a pressing pad is disposed between the pressing surface of each finger and the lower rail.
The method according to claim 11,
The pressure pad has a constant gap with the lower rail when not pressed by the finger, and when the pressure pad is pressed by the finger, the gap between the pressure pad and the lower rail becomes '0', so that the pressure pad is Vehicle seat track device, characterized in that installed on the center case.
The method according to claim 5,
The center case is a vehicle seat track device, characterized in that the pair of fingers is provided with an elastic member for providing a restoring force to the inside.
The method according to claim 13,
The pair of elastic members is a vehicle seat track device, characterized in that a leaf spring that can exert a force inwardly against the fingers.
The method according to claim 5,
The lower rail includes a pair of hook guides at the lower center, and the locking mechanism is located between the pair of hook guides, and adjusts the rail gap as the pair of fingers press adjacent hook guides. Vehicle seat track device, characterized in that configured.
The method according to claim 5,
The center plate is made of a symmetrical structure including a rod connected to the pressing head and another pressing head connected to the rod,
The center case includes a pair of fingers in contact with the other pressing head vehicle seat track device.

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